Signments



,- 19.22 4 Shcts-$heet 1 l. A. CALL ET AL n TRAIN CONTROL SYSTEM Filed July 26 Dec. 18 1923.

l. A. CALL.I ET AL TRAIN GONTROL SYSTEM Filed July 26 Ima. can JMP,

1922 4 Sheets-Sheet 2 WITNESSES Dec. 18 1923. l. A. CALL ET AL TRAIN coNTRoL SYSTEM 1922 4 Sheets-Sheet :.5

RU@ 8 N M a. -A Wip m @u 1 [TMW N .f J A s WNS m. N W Tl Dec. 18 1923. 1,478,273

l. A. CALL ET AL TRAIN CONTROL SYSTEM Fiied Julyl 2e, 1922 4 sheets-sheet 4 'D' EFT A TTORIVEYS BVM.

Patented Dec. 18, 1923.

UNITED STATESv PATENT OFFICE.

IRA A. CALL AND JOSEPH C. CALL, F NEW YORK, N. Y., ASSIGNORS, BY MESNE AS- SIGNMENTS, To THE IDEAL AUTOMATIC TRAIN CONTROL COMPANY, 0F DOVER, NEW JERSEY, A CORPORATION 0F NEW JERSEY.

TRAIN-CONTROL SYSTEM.

Application filed July 26, 1922,

To all whom t 'may concer/1i:

Be it known that we, IRA A. CALL and JosnrI-r C. CALL, both citizens of the United States, and residents ofthe cityof New York,

borough of Manhattan, in the county and` State of New York, have invented a new and Improved Train-Control System, of which the following is a full, clear, and exact description.

The present invention relates to new and useful improvements in train control systems and it pertains more particularly to that form of train control vsystems in which an automatic stopping of the train is had '1.5 upon the existence of certain track conditions. f

It is oneof the objects of the presentinven'tion to provide a system of this character adapted `for usev in connection .with

roadside signals of any convenient or wellknown type. Y

be operated without the ruse of roadside :c5 signals.

It is a further object of the invention to provide a train control systemin which in the event the engineer' or operator fails to obey given signals the train will be automatically stopped.

It is a further object of the invent-ion to provide a system in which the stopping of the train may be prevented by the engineer or operator upon the performance of certain duties in obedience to the given signals.

It is a further objectof the invention to provide a train control system ot the electrical type in which the source of power for the various operating lparts is carried by the train.

It isa further object of the invention to provide a track divided into blocks, each of which is provided with an insulated section, said system doing away with the use of roadside power 'with the exception of power for the track` circuit which is common to systems using insulated rail or track sec-y vinsulated 'track sectionsof its Serial No. 577,540.

' provide a system in which in lieu ofthe insulated track sections, a ramp and shoe may be employed, the ramp, however, being deencrgized except in the presence of a train.

It `is a further 'object of the invention to provide a new and improved train control system in which various signals, such vas clear, proceed with caution and danger may be given within the cab of a locomotive or at any -other suitable station in `the train.

It is a further object of the invention to provide a new and improved train control system in which the train 'signals ymay be eliminated without atfecting'the operation of the system. y f

It is a further object of the invent-ion yto provide a train control system in which signals may be had at a station inthe train even though roadside signals are not ein-- ployed. It is a further object of the invention to provide a system of this character which may It is a further object of the invention to provide a Vnew and improved means 'in a train control systemV whereby the engineer or operator of the train may canse the same to proceed at a predetermined speed regardless of the track conditions.

It is a further object of the invention to provide new and'fimproved train control system in which a positive indication will be given of the failure on the part of any of the mechanism -to properly function.

With the above and other objects in view, reference is had to the accompanying drawings, in which- Figure 1 is a diagrammatic view of the improved system with a train proceeding alongy a clear track and in advance 'of the respective block;

Fig- 2 vi's a diagrammatic view of the system with the'train in the insulated track section;

Fig. 3 is a diagrammatic view showing a train in an insulated track section with a second train in the next block in advance of that occupied by the first-mentioned train;

Fig'. 4- is a diagramma-tic view of the system with two trains in a single-block showing a manually operated means for main taining the operative part-s of the system in normal position;

Fig. 5 is a diagrammatic view showing the system in brake-setting position; I

Fig. 6 is a conventional showing of a locomotive setting for the location of the insulated wheels with regard to the locomotive and train;

Fig. 7 is a conventional showing of a pressure regulator device used in connection with the system;

Fig. 8 is a conventional showing of aspeed governor; Y

Fig. 9 is a diagrammatic view of a slightly modified form of the invention wherein the train signals are blinked as the train passes over each insulated track section;

Fig. 10 is a diagrammatic view showing the system with the blinking train signals and usingvroadside ramps in lieu of insulated track sections.

Referring more particularly to the drawings the reference character X designates the track and said track is divided up into a plurality of blocks A, B, C, D and E. The track is divided into the several blocks by forming one of the rails thereof with insulated sections 11a, 1116,v 110, 14d, and 1410. These sections of rail are separated from one another by insulating material 15 and spaced a predetermined distance apart depending upon operating conditions whichit is desired to meet. 1n each of the blocks there is an insulated track section, said insulated track sections comprising relatively short lengths of rails 16a, 160t1, 166, 1661, 160, 1601, 16d and 16061, respectively. yThe insulated track sections are obtained by placing at the ends of the short rail sections, suitable insulating material as indicated by the reference character 17. These insulated rail sections are positioned at a point in each block near the end thereof and far enough in advance of the entrance to the next succeeding block to permit of a train being brought to a stand approximately at the entrance to said next succeeding block. Bridging each of the insulated track sections is a bond wire and said bond wires serve to connect the rails on opposite sides of the insulated track sections. These bond wires are indicated by the reference characters 18a1, 18a2, 1861, 1862, 1801, 1802, i801, 1802.

Connected to the opposite rails of cach block are conductors, and said conductors are in turn connected to a relay. The points of connection of these conductors with the rails are designated by the reference characters 1961, 1962, 1901, 1902, 19561, 19062, 1901, 1902. The conductors are designated by the reference characters 2061, 2062, 2001, 2002, 20d1, 20052, 2001 and 2002, and the relays are designated by the reference characters 216, 210, 2106 and 210. Each of these relays 216 to 210 is normally maintained energized by a battery and said batteries are desigi'iated by the reference characters 24a, 246, 240 and 240i. Each of these batteries is in circuit with the rails of its respective block by means of conductors 23a1, 23a2, 2361, 2362, 2801, 2302, 28061 and 230Z2, respectively. rFliese conductors are connected to the rails at points indicated by the reference characters 22a1, 2202, 2261, 2262, 2201, 2202, 22031 and 22062, respectively.

From the above it will be noted that the battery in each block furnishes the power for the relay in its respective block, the circuit of said relay and battery being as follows:

From the battery through the battery conductors to the rails of the block, through the rails, around the bond wires to the track sections, through the rails, relay conductors, and thence to the relay, it being understood that the relay in each block is at all times energized under normal conditions and is only deenergized by a breaking or an interruption of the circuit.

Each of the relays has two armatures, the purpose of which will be hereinafter more specifically described. rlhese armatures are designated by the reference characters, 256, 266, 250, 260, 2506, 26d, 250, 260.

Connected to the rails of the short insulated track sections are conductors and one of said conductors in each case extends to one of the armatures of the relay in the second 'block ahead of the block in which the insulated rail section to which it is connected is located. For example, connected to the rail 16a, is a conductor 27a, and said conductor 2701 is provided with two relay contact points 28a and 29e. The contact point 290; forms the extension of a loop and mounted in said loop is a resistance 80a, the purpose of which will be hereinafter more fullv set forth. Connected to the rail 166, of the short insulated track section in the block B is a conductor 276, and said conductor 276, terminates in two relay contact points 286 and 296. Said relay contact point 296 forms the extension of a loop.l and mounted in said loop between the relay contacts 286 and 296 is a resistance 306. Connected to the raili160 of the insulated section in the block C, is a conductor 270, and said conductor 270, terminates in two relay contact points 280 and 290, said contact point 290 forming the extension of a loop and mounted in said loop between the relay contact points 280 and 290, is a resistance 800. Connected to the rail section 166 of the insulated rail section in the block D is a conductor 276, and said conductor 27d extends forwardly to two relay contact points in the second block ahead and not shown in the drawing.

Connected to the rail 16a1 in the block A is a conductor 31a, and said conductor 31e connected. to the armature 26?) of the relay 21?). The reference character 31al designates a conductor which extends from the relay contact point 33 of the relay 2lb and is connected to the armature 25o of the relay 210. Connected to the rail 165l of the inlated track section in the block B, is a conductor 31?) and said conductor 31?) is connected to the armature 26e of the relay 210.

The reference character 31711 designates a conductor extending from the relay contact point 33a2 of the relay 210 and the opposite end of said conductor is connected to the armature 25d of the relay 21d.

Connected to the rail 16o1 of theinsulated track section in the block C is a conductor 310 and said conductor 310 is connected to the armature v26d of the relay 21d. The reference character 3101 designates a conductor which leads from the relay contact point 31a,3 of the relay 21d to the armature 25e of the relay 21e.

Connected to the rail 16cl1 of the insulated track section in the block D, isa conductor 31d, and said conductor r31d is connected to the armature 26e` of the relay 21e. The reference character 31651 designates a conductor which extends from the relay contact point 33u14 of the relay 21e to the lower armature of the relay in the block ahead (which is not shown.)

The foregoing description sets forth the arrangement of the several elements of the track circuit, and in addition to the track circuit there is a train circuit the several elements of which will be hereinafter specifically set forth.

Reference is now had to Fig. 6 in which the reference character 35 designates a locomotive and 36 designates the tender thereof. The front wheels of the tender are of the insulated type and said wheels comprise a tire 37 and a wheel body 38 separated by suitable `insulation 39. The specific construction of the insulated wheels, is more specifically set forth in a co-pending application, and while they are shown in the present instance as the forward' wheels of the tender 36, it is obvious that these insulated wheels may be located in any position in the length of the train insteadof at the forward end of the tender.

Carried by the train in any desired position thereon is a pressure actuated element 40. By reference to Fig. 7 it will be noted that this pressure actuated element 40 comprises a cylinder 41 connected by means of a pipe 42 to the brake cylinder pipe of the air system of the train (not shown). Slidably mounted in the cylinder 41 is a piston .44 and interposed between the piston 44 and that end of the cylinder 41 opposite to the end to which the pipe 42 is connected, is a spring 45. This spring 45 surrounds the piston rod 46 of the piston 44 and has its upper end provided with a rack 47. This rack 47 meshes with a pinion 48 carried by a shaft 49 and mounted on said shaft 49 is a swingingv arm 50. This arm 5() swings about an arc-shaped member and said arcshaped member is divided by means of insulation 51 into two contact plates 52 and 53 with which said arm 50 is adapted to contact depending upon its position relative to the insulation 51.

Also carried by the train at any suitable point is a speed governor actuated element and by reference to Fig. 8 it will be noted that said speed governo-r actuated clement comprises a conventional type of speed governor 56 which serves to actuate a rack member 57. The teeth of this rack member mesh with the teeth of a pinion 58 mounted on a shaft 59 and carried by said shaft 59 is a swinging arm 60. This swinging a-rm 60 passes over an arcuate member which is divided by means of insulation 61 and 62 into arc sections 63, 64 and 65.

The reference character designates an air valve and said valve comprises a chamber 71 in which are two connections 72 and 73. These two connections 72 -and 73 are adapted to be positioned in the brake pipe of the air system (not shown). Mounted within the chamber 71, is a piston 74, having two heads 75 and 76. The chamber 1 is provided with a secondary chamber 77 and mounted therein is a valve 78 adapted to be normally maintained depressed by a spring 7 9 and leading from the chamber 71 tothe ehamber'78 is a passage 80, said chamber 78 communicating with theatmosphere by means of a passage 81.

Carried by the train are three lights G 7, Y and R the light Gr being green for clear, the light Y being yellow for caution, and the light R being red for danger. Carried by the train in any suitable position is a battery or other suitable source of power 90, and this source of power furnishes all of the power required forthe operation of the various parts of the s `/stem with the eX- ception of the relays 2lb- 21e of thevtrack circuit.

rlhe insulated wheel structure heretofore referred to comprises two wheels 38a and 385. The reference character 38o is used in the diagrammatic figures to designate the insulation 39 heretofore referred to.

Leading from the wheel 38a of the insulated wheel structure is a conductor 91, and

said conductor 91 has its opposite end connected as at 92 to the Contact plate 53 of the pressure controlled element 40. Interposed between the ends of the conductor 91 is a manually operated switch 93, and said manually operated switch will hereinaiter be referred to as the permissive button. 1n actual practice this permissive button is adapted to be suitably mounted upon the engineeris valve ot the air brake system in such a manner that as the engineer orasps the valve handle to operate the valve the permissive button will be in a position where it is readily grasped tor operation.

Leading from the source of' power 90 is a conductor 94, and said conductor 94 is connected as at 95 to the conductor 91. .interposed in the conductor 91 between the connection 95 of the conductor 94 with the conductor 91 and the insulated wheel 38, is a resistance element 96. Leading from the other pole of the source of power 90 is a conductor 97 and said conductor 97 is connected as at 98 to a conductor 99. rlhis conductor 99 is connected as at 100 to the green light designated by the reference character G. Branching oit' from the conductor 99 is a conductor 101, and said conductor 101 is connected to one of the terminals ot the yellow light designated by the reference character Y. Branching` olif from the conductor 99 is another conductor 102, and said conductor 102 is connected to one of the terminals of the red light designated by the reference character R.

Leading from the other terminal of the red light R` is a conductor 103, and said conductor 103 is connected to the relay contact point 104 of a double-point relay 105. Leadfroin the conductor 103 to one of the terminals of the two-point relay 105, is a conductor 106, and interposed between the relay 105 and the conductor 103 in the conductor 106, is a resistance element 107. l

Leading from the insulated wheel 38b is a conductor 108, and said conductor 108 is connected as at 109 to the conductor 106. Leading `from the armature 110 of the relay' 105, and connected to the conductor 91 as at 122 is a conductor 120. Connected to the short segment 65 o1"- the speed governor controlled element 55, as at 91', is a conductor 92, and said conductor 92 is connected as at 93 to the conductor 91.

The relay 105 heretofore mentioned has two armatures 110 and 111. The armature 110 is adapted to Contact with either of the relay contact points 104,112,while the armature 111 is adapted to contact with either of the points 113, 114,

Leading trom the yellow light Y is a conductor 115 and this conductor 115 is connected at its other end to the point 114 of the armature 111. Leading from the point 113 of the armature 111 is a conductor 116, and the other end of said conductor 116 is connected as at 117 to the section 52 ot the pressure actuated element.

Leading trom the green light Gr is a conductor 118 and said conductor 118 is connected as at 119 to the conductor 116. Leading from the armature 111 is a conductor 120, said conductor being connected at one end as at 121, to the arinature 111, and at its other end as at 122, 'to the section 64 of th speed governor actuated element. Connected to this conductor 120, as at 123, is a conductor 124 and said conductor 124 is connected to the point 112 or" the armature 110.

The reference character 125 designates an electromagnet and said electroinagnet is adapted to maintain the piston of the air valve in the position shown in Fig. 1 when said electromagnet 125 is energized. The conductor 99 heretofore mentioned is connected to the electron'iagnet 125 as at 126, and leading from the electromagnet 125 is a conductor 127, the opposite end ot' which is connected as at 128 to a conductor 129. This last mentioned conductor 129 forms the connection between the shafts 49 and 59 ot the pressure actuated element and speed governor actuated element, respectively.

Leading from the relay 105 is conductor 130, and said conductor 130 is connected as at 131 to the conductor 99 at a point between the connection 98 of the conductor 97 and the electromagnet 125. Connected as at 132 to the conductor 99, is a conductor 133, and said conductor 133 is connected to the trarne of the tender or other car of the train, said frame being diagrainmatically shown at 134 and connected in said diagram for illustration, with one of the wheels 136 of the train, by a conductor 135. rllhis wheel 136 is of the ordinary type and not et the insulated type heretofore mentioned. interposed between the ends of the conductor 133, is a resistance element 137.

The foregoing is a description of the several elements and wiring diagram of the train circuit, and when considered in connection with the track circuits., constitutes the entire train control system when constructed in accordance with the present invention except as to modiiications which will be hereinafter referred to.

The operation o l? the system as thus tar described and as set 'forth in Fig. 1 is as follows:

llifith the train in the position shown in Fig. 1, that is, with the wheel 136 and the insulated wheels 3842'` and 38?) in. the block section B but in advance or" the insulated track section thereof, a circuit will be established as follows: from t-he source of power 90, through the conductor 94 to the point 95, through the resistance element 96, conductor 91 to the wheel 38a, from the wheel 88a through the rail on which wheel 38a rests to the wheels 136, through the wheels 136 and the rail upon which the wheel 38?) rests to the wheel 38?). From the wheel 38h through the conductor 108 to the relay 105, through the conductor 130 to the point rae t light 131 on the conductor 99, through the conductor 99 to the point 98 and through the conductor 97 to the source of power 90.

This circuit will maintain the relay 105 energized and will maintain the armature 110 in contact with the point 112 of the relay 105 and will also maintain the armature 111 in contact with the point 113 of said relay 105.

Simultaneously with the establishment ot the circuits heretofore described,ashunt circuit is established, and said shunt circuit leads from the wheels 136 through conductor 135, the `frame o the tender 134, resistance 137, conductor 133, to point 132, through conductor 99 to point 98 and through conductor 97 to the source of power 90.

Simultaneously with the establishment v01"' the above-mentioned circuit, a circuit is established to illuminate the green or clear light (l, and this circuit is a follows: y

T? rom the source of power through conductor 97 to the oint 98 of the conductor 99, through the con uctor 99 through the green through conductor 118 to the point 119 of the conductor 116, through the conductor 116 to the relay point 113, through the armature 111 of the relay 105 tothe point 121, through conductor 120 to the point 123 thereon, through the conductor 124 to the relay contact point 112 of the relay 105, through the armature 110, through the conductor 120 to the point 122 of the conductor 91, to the point 95,` and through the conductor 94 to the source of power 90.

Simultaneously with the establishment of these two circuits, a third circuit is established to maintain the electron'1agnet125 of the air valve 70 energized. This circuit is as follows:

From the source of power 90, through the conductor 97 to the point 98 of the conductor 99, through the electromagnet 125, through the conductor 127 to the point 128 of the conductor 129, through the swinging arm 50 and segment 52 of the pressure actuated device to the point 117 through the conductor 116 to the relay contact point 113 of the relay 105, through the armature 111 oit' the relay 105 to the point 121, through the conductor 120 to the point 123 of the conductor 120` through the conductor 124 to the relay contact point 112, through the armature 110 oi the relay 105, through the conductor`120 to the point 122 of the conductor 91 to the point and through the conductor 94 to vthe source ot' power 90.

While the train is in this position and relay is energized with sufficient amount of current to maintain both the armatures 110,

and 111 in contact with the relay contactl points 112 and 11.3, respectively, the current passing through the relay 105 is not sufricient to move either ot the armatures or 111. into Contact with these points 112 and 113 if they are in contact with the points 104 and 114, respectively, This being due to the passage of part of the current` through the resistance 137 in the shuntcir'-v cuit which serves to reduce the current.

Referring now to Figure 2 it will be noted that the train has moved to a point where the insulated wheels 38a and 38b`are in the short insulated track section of block B andv 3151, armature 25d ot the track relay 21d, conductor 27?) to the rail 1,65, wheel 385, con-y ductor 108 to the relay 105, conductor 130 to the point 98, and from thence through the conductor 97 to the source of power 90.

This circuit servesto maintain the Vrelay 105 energized to maintain the armatures 110 and 111 thereof in contact with the relay contact points 112 and 113,7respectively. With this circuit established a large increased volume oli' current'is passing through the relay 105 due t0 the fact that the re-y sistance 137 is cut out. At this time current passing throughV the relay 105 is suicient to move the armatures 110 and 111 into contact with the relay contact points 112 and 113, respectively. v

Simultaneously with the establishment of `this circuit another circuit is established and said second-mentioned circuit is as follows:

.From the source of power 90 through the conductor 94 to the point 95. 95 through the conductor 91 to the point 122, through the conductor 120 tothe armature 110, through the relay contact point 112 to the point 123, through conductor 120, armature 111 through the relay rcontact point 113, through the conductor 116 to the point 117, through the segment 52 andthe swinging arm 50 ot the pressure actuated element 40, vthrough the conductor 129 to the point 128, through the conductor 127 y.to the electromagnet 125, through the conductor 99 to the point 98 and again. t0 the source of power 90 by way of the conductor 97. At this time current also passes fromthe conductor 116, through the conductor 118, which is connected to the/conductor 116 from the'brake pipe of the airsysteni `regardless ofwhether the train is in' 'an'in- From the point sulated track section or other portion of a block. Furthermore, it is apparent that with the several parts in the position mentioned above, the green light or safety indication will be given in the engineers cab.

Referring no w to Fig. 3 and assuming that the train is in the insulated rail section of the block B and that a train, broken rail, open switch, orrthe like, is in the second block ahead (that is, block D), the presence of any of the above-mentioned conditions in the block D would render the track relay 21d inoperative by cle-energizing the same. The inoperative condition of the track relay 21d permits the armature 250 thereof to move into engagement with the relay point 29?). Immediately the train reaches the insulated track section in the block B, a circuit is established from the source of power 90, through conductor 911 to the point 95, resistance 96, conductor 91, through the wheel 38a, rail section 165', conductor 316, armature 260 of the track relay 210, conductor 315, armature 25d of the track relay 21d, armature contact point 292), resistance element 30?), conductor 27 Z2, to the rail 16?), insulated wheel 385, conductor 108, relay 105, conductor 130, point 131, conductor 99 to the point 98, and from thence through the conductor 97 to the source of power 90.

Owing to the fact that the resistance element 306 has been introduced into the circuit, the volume of current flowing there through will be reduced sufliciently to permit of a moving of the armature 111 of the relay into engagement with the relay contact 114. This movement of the armature 111 of the relay 105 into engagement with the relay point 114 establishes a circuit as follows:

From the source of power 90, through the conductor 94: to the point 95, through the conductor 91 to the point 122,.through the conductor through the relay armature 110, relay contact point 112, conductor 120, armature 111 of the relay 105, relay point 114, conductor 115, to the yellow light Y, conductor 101, conductor 99 to the point 98 and from thence through the conductor 97 to the source of power 90.

The establishment of this circuit will illuminate the light Y and give a caution indication in the cab. It will be remembered that at the time, this condition existed a circuit was established from, the source of power 90 through the conductor 94, conductor 91, conductor 120', armature 110 of the relay 105, armature point 112, conductor 120, relay contact point 112 of the relay 105, relay contact point 113, conductor 116, segment 52 of the pressure actuated element L10, swinging arm 50 of the pressure actuated element 40, conductor 129 to the point 128, conductor 127, through the electromagnet of the air valve 70, conductor 99 to the point 98, and from thence through conductor 97 to the source of power 90, which circuit serves to maintain the air valve 70 against operation.

With the establishment, however, of the caution signal Y, this circuit through the electromagnet of the air brake valve 70 is broken at the contact point 113 of the relay 105, and thus de-energizes the elcctroinagnet 125 and permits of the air brake valve 70 exhausting the train line to the atmosphere and giving an automatic. application of the brakes to stop the train. The breaking of the circuit of the electromagnet 125 at the point 113 also serves to break the circuit through the conductor 118 to the green light G and this green light will be extinguished,

While in the foregoing the system. has

been described as causing an automatic application of the air brakes upon the entrance of the insulated wheels in the insulated track section of the block B, with a train or other danger condition present in the block D, it is to be understood that suc-h auto matic application is not had if the engineer' or operator is properly attending to his duties and that the operator of the train can control and prevent the automatic application of the brakes under these conditions in the following manner:

As heretofore stated, this system is adapted to be operated in combination with roadside signals of any preferred form. lWith a dangerous condition such as above inen- A tioned, present in the block D, the engineer or operator upon approaching the insulated rail section of the block B would be warnedl of the condition of the roadside signal at this point which would give him the proceed with caution indication. Immediately the engineer or operator gets the proceed with caution indication from the roadside signals, he operates the engineers valve to give a partial application of the brakes and reduce the speed of the train to a predetermined rate, as, for example, thirty miles per hour. Immediately upon application of brakes, the swinging arm 50 of the pressure actuated device 410 moves into engagement f;

with the segment 53 of the pressure actuated device 4:0. This movement of the swinging` arm 50 of the pressure actuated device 410 into engagement with the segment 53 estahlishes a circuit from the source of power 90, through the conductor 911 to the point 95, conductor 91 to the point 92. where said con ductor is connected to the segment 53 through the swinging arm 50 of the pressure actuated device 40, conductor 129, to the point 128, through the conductor 127 to the electromagnet 125, through the conductor 99 to the point 98, and again to the source of power through the conductor 97.

It will be noted that this last described circuit is open at the permissive button 93, but as before stated when the engineer or operator operates the engineers valve to give a partial application of the brakes he simultaneously operates the permissive button to establish this circuit.

From the foregoingit is apparent that if the engineer or operator obeys the roadside caution signal, makes an application of brakes, and establishes the last-mentioned circuit by operation of the permissive button, the engineer or operator will be permitted to proceed at the reduced speed et thirty miles per hour. Furthermore, so long f as the engineer maintains a speed not in er;-

cess of thirty miles an hour'he can continue to proceed.

As the train speed is reduced to a point below thirty miles an hour, the swinging arm 60 of the speed governor actuated. element moves to the dotted line position shown in Fig. 3, and in this position contacts with the segment 52 of said speed governor actuated element. VVith this swinging arm in this position a circuit is established as follows:

From the source o't' power 90, through the conductor 94 to the point 95, through the conductor 91 to the point 1,22', through the conductor 120 to the armature 110 ot the relay 105. From the armature 110 to the relay point 112, through conductor 121ito the point 123, thence to the conductor 120 to the point 122 where said conductor lis attached to the segment 611. From the segment 64 to the swinging` arm 60 ort' the speed governor actuated element 55, `through the conductor 12T to the electron'iagnet 125, through said electromagnet, through the conductor 99 to the point 98 and thence through the conductor 97 to the source ot power 90.

This circuit, it will be seen, cuts out the circuit in which the permissive liuitton 93 is located and permits of the engineer or operator driving the train without operation oic the permissive button so long as the engineer maintains the speed ot' the train below the predetermined speed of thirty miles per hour.

Assuming new that the engineer or opera tor releases the brakes and drives the train at a speed in excess oi" the predetermined speed or' thirty miles an hour. The swing ing arm 50 ot' the pressure actuated element 110, owing to the release ot pressure in the brake cylinder, will move into engagement with the segment 52 and the swinging arm 60 of the speed governor actuated element 55, due to increased speed or' the train, will move into engagement with the segmi-)nt (33. This movement of the parts will break the circuit to the electromagnet 125, and an automatic application ot the. brakes will be had immediately said circuit is broken.

From the foregoing it is parent that the engineer or operator o't 'the train is required to maintain a speed less than a predetermined speed, as, tor example. thirty miles an hour, in order to operate the train when running on the caution indication, and in the event said engineer' or operator exceeds said predetermined speed ot thirty miles an hour, the train will be automatie cally stopped.

Assuming now 'hat the danger condition present in the block D has not been removed and the train formerly in block B has entered the block C2. immediately 'the insulated wheels 38a and 38?) enter the insulated rail section 16e ci trie block the relay 105 will be (le-energized. This is due to the tact that the de-energiZation ot the track relay 21d has caused the armature 26d of the track :relay 21d to drop or disengage the armature point. 310:3, and the circuit eX- tending from the source of power 90 through the conductor 911 to the point 95 and from thence to the conductor 91, tothe insulated wheel 558e, through the rail 1601 o l the insulated track section of the block C- throughv the conductor 310 tothe armature 26d of the track relay 21d to the armature 26e of the track relay 21e, and thence back to the source ot power through the relay 105, is broken at the relay point Slaa. As the relay 105 is de-energized both of its armatures 110 and 1.11 move out ot engagement with the armature points 112 and 113, respectively, the armature 110 enga-ging the relay point 104i, the armature 111 engaging the relay point 11.4. This de-energization of the relay 105 and the dropping oi the armature 110, establishesa circuit as follows: y

From the souri-e of power 90, through the conductor 9d to point 95 on conductor 91 to point 1221,l through the conductor 120 to the armature 110, through the arma ture to the relay point 104, through the conductor 103, red light l, conductor 102, to conductor 99, through conductor 99 to the point 98, and thence through the conductor 97 to the source of power 90.

This circuit will cause an illumination ot the red or danger signal within the cab and will indicate to the engineer or operator that the danger condition which was present in the block D when he received his proceed with caution signal prior to the entrance to block C had not been removed during his travel within block C.

As the relay 105 is cle-energized and its armature 110 moves out of engagement with the armature point 1.23, the circuit which maintained the air valve against operation while proceeding in thel caution indication, will be broken at the point 123 and. an automatic application of the brakes will be had.

The above referred to automatic applicaloe tion of the brakes may however be overcome by the engineer or operator in the following manner:

As the train approaches the block D in which the danger condition exists, the roadside signal will cause a danger or red indication of the existence ot the danger condition in block D. lf when the engineer or operatorreads this roadside danger signal he reduces his train speed to a predetermined speed, as, for example, live miles an hour, before entering the `insulated track section 160, the swinging arm 60 of the speed governor actuated element will move from engagement with the segment 64 into engagement with the segment 65. `With the swinging arm 60 ot the speed governor actuated element in engagement with the segment 65, the following circuit is established:

From the source ot power 90, through the conductor 94 to the point 95, through the conductor 91, permissive button 93 to the point 93', through the conductor 92 to the point 91 on the segment 65, through the segment 65, the swinging arm 60 ot the speed governor actuated device, through the conductor 129 to the point 128, through the conductor 127 to the electromagnet 125, through the conductor 99 to the point 98, and through the conductor 97 to the source of power. rlhis circuit would, however, be broken at the vpermissive button 93 unless said permissive button were closed by the engineer or operator, in which event the train could proceed at a speed not in excess of the predetermined speed of live miles an hour.

Assuming now that the engineer or operator did not heed the roadside danger signal, immediately the insulated wheels 38a and 380 enter the insulated rail section 160, that circuit which maintains the electromagnct 125 energized while proceeding on caution indication, would be broken at the point 112 as above stated, and an automatic application oit the brakes and a stopping of the train would be had.

Assuming now that the danger condition in the block D were in the torni of a moving train and said train moves to the block E and clears the block D. immediately the track relay 21d in the block D would be energized by its battery 24d' and the armature 25d would be drawn into engagement with the relay contact point 7.285. Simultaneously with this operation owing to the presence ci the train in the block E, the track relay 21e would be de-energized and the armatures 25e and 26e thereof would disengage the relay contact points 280 and 3366i, respectively, the armature 25e, however, moving into engagement with the relay contact point 29e. This movement of the armature 250 throws into the circuit the resistance 300 so that as the ltrain reaches the insulated track section in the track C, the relay 105 will not be energized sufliciently to draw the armature 111 into engagement with the relay contact point 113 and hence the yellow caution signal will be maintained in the cab in the manner heretofore described, the circuits being the same as described in the explanation of the caution indication as reached 'from clear. lli/ith the several parts in this position current is also passed through the red light from the relay 105 by the conductor 106, but due to the introduction ot the resistzuice element 10i' this current is insuficient to give an illumination oi the red 0r danger signal R.

rlhis circuit is as follows: from the source of power 90, conductor 94e to point 95, conductor 91, insulated wheel 38a, rail 14;?) to wheel 136, to the rail opposite the rail 1415 in the block B, insulated wheel 13b, conductor 108 to point 109, conductor 106, resistance 10?', through the red light R, conductor 99, to the point 98, and to the source ot power by way ot conductor 97.

Assuming now that the train is operating upon a caution indication and the danger condition described as present in the block lll has been entirely removed trom the track, and tui-ther that when the train reaches the insulated track section in block D, the track ahead is clear. Due to the removal ot the danger condition from the block E, the track relay 21e has become energized, and has moved the armature 25e thereol1 into engagement with the relay contact point 28e. This engagement of the armature 25e with the relay contact point 28e cuts out the resistance 30e and permits or" the full amount ot' current flowing through the relay 105, it being understood, ot course, that this circuit is established when the wheels 28a and 28?) reach the insulated track section in. the block D. By permitting the ruil power of the current to flow through the relay 105, the armature 111 thereof is moved into engagement with the relay contact point 113, thus breaking the yellow or caution light circuit at the relay contact point 11dand again establishing the green or safety light circuit at the relay contact point 113 giving the engineer or operator the clear or green signal. As the train proceeds along the clear track this clear signal will be maintained in a manner heretofore described.

Assuming now that the train is proceeding on the red or danger signal at the rate of five miles an hour in the block C with the danger condition in the block D as heretotore described.

Assuming further that the danger condition has been entirely removed. l/Vith the danger condition entirely removed the track relay 21d will be energized and its armatures 25d, 26d will be engaged with the relay contact points 28d and SM2. This establishes a circuit trom the rail 160,

through conductors 27o to track relay contact point 280, through armature 25e, conductor 3101, armature 26d, conductor 26o, to the rail 1601, to the insulated track section in block C, and immediately the wheels 38a and 387) pass into said insulated track section in the block C, the entire current will be permitted to flow through the relay 105 and will move the armatures 110 and 111 thereot into engagement with the relay contact points 112 and 118, respectively, to establish the circuit through the green or safety light to indicate to the engineer or operator that the track ahead is clear. At this time all of the circuits are restored as described in the description of Fig. 2 since the condition will be the same, that is, the train proceeding along an absolutely cle-ar track.

Referring to the syste-m shown in Fig. 9 of the drawings, which is a modified form of the invention, in lieu of the single relay 105, two relays 170 and 190 are employed. The relay 170 has an armature 171 and two relay contact points 172 and 173. The relay 190 has an armature 191 and three relay points, 192, 198 and 194.

The reference character 150 designates a third relay used in lieu ot resistance 137 in the preferred form, and said relay has an armature 151 and two relay contact points 152 and 153. The relay contact point 1,58 of the relay 150 is connected to the armature 171 of the relay 170 by a conductor 227. The relay contact point 154 of the relay 150 is connected to the point 228 of the conductor 208 by a conductor 226.

In this form of the invention the insulated wheels are designated by the reference characters 200 and 201 and leading from the insulated wheel 200 is a conductor 202 which is connected to the relay 170 as at 203. The relay 170 is connected to the relay 190 by a conductor 204 and extending from the relay 190 is a conductor` 205 connected as at 206 to a conductor 207 leading from the sourceof power 90.

The reference character 208 designates a conductor leading from the insulated wheel 201 and connected to the source of power as at 200. This conductor 208 has a resistance element 209 therein.

rlhe reference character 210 designates Wheels of ordinary type` of the train and said wheels 209 are electrically connected together by suitable means 211. Leading 'lrom the electrical connection 211 of the wheels 210, is a conductor 212, and said conductor 212 is connected as at 218 to the relay 150. Leading from the relay 150 is a conductor 214, and said conductor 214 is -connected as at 215 to the conductor 207. Connected tothe conductor 207, as at 216, is a conductor 217, and said conductor 217 is also connected tothe relay contact point 193 of the relay 190. Mounted in this conducto?,` 217 is a green or clear signal light G. Leading from the conductor 217 as at 219, is a conductor 218, and said conductor 218 is connected to the relay contact point 194 oi the relay 190, and mounted in this conductor 218 is a caution light or signal Y. Leading ot the point 220 of the conductor 217, is a conductor 221, and said conductor 221 is connected to the relay contact point 172 ot the relay 170. In this conductor 221 is mounted a red or danger signal R.

The armature 191 of the relay 190 is connected to the relay contact point 17 3 of the relay 170 by means of a conductor 222. Leading from the contact point 192 of the relay 190 is a conductor 224, and said conductor 224 is the same as the conductor 116 in the preferred form of the invention and is connected to the pressure actuated element 40 (not shown in this figure).

The conductor 207 is extended and this conductor is adapted to connect with the connection between the pressure actuated and speed governor actuated devices (not shown), but is the same as the point 128 ot' the conductor 129 in the preferred form of the invention.

This form of the invention is adapted to give to the engineer a blinking of any one ot the signals Gr, Y, R, that may be illuminated at the time the train is passing over the insulated track sections in order that the engineer or operator may know his location by this blinkingY light which he gets each time the train passes over an insulated track section.

Assuming that the train is in a block and that the insulated wheels 200 and 201 are not in an insulated track section, and assuming that the green light for clear is burning on the train, the circuit will be as follows:

From the source of power 90 through the conductor 208, insulated wheel. 201, through the rail to the wheel 210, through the wheels 210 to the rail and to the insulated wheel 200. From thence the current flows through the conductor 202, relays 170 and 190, holding the armatures 171 and 191 in engagement with their relay contact points 173, and 192 and 198 respectively, through the conductor 205 to the point 206, and through the conductor 207 to the source of power 90.

This circuit maintains the relays 17 0 and 190 energized. At Athe same time a circuit passes from the source of power 90, through the conductor 208 to the insulated wheel 201, to the wheels 210, through the conductor 211, through the conductor 212 to the relay 150 to the point 215 of the conductor 207, and to the source of power 90.

This circuit maintains the relay 150 energized in order that the armature 151 thereof may be maintained in engagement with the relay contact points 153 and 154.

Assuming, as above stated, that the green or clear light is burning on the train: rlhis light is illuminated from the source of power 90 through the conductor 208 to the point 228 through conductor 226, to relay contactpoint 154, through the armature 151 or" the relay 150, to the contact point 153 of the relay 150, through the conductor 227 to the armature 171, through the conductor 222 to the armature 191, through the contact point 193, through the conductor 217, through the green light Gr, through conductor 217 to the point 216, and through the conductor 207 to the source of power'.

Assuming now that the train is traveling in a block and upon the approach of the end 0i the block the insulated wheels enter the insulated track section. Immediately the electrical connection between the insulated wheels 200, 201 and 210 is broken owing' to the insulation between the rails to establish the insulated track section. So long as the wheels 200 and 201 are in the insulated track section and the wheels 210 are not in the in sulated track section, the circuit through the relay 150 will be broken and the armature 151 thereof will be moved out of contact with the contact point 153v to break the light circuit. Immediately, however, the insulated wheels 201 and the wheels 210 are in contact with uninterrupted rails, the light circuit will again be established and the armature 151 of the relay 150 will be engaged. with the relay contact point 153 to again establish the light on the train.

By this arrangement it is apparent that each time the insulated wheels 200 and 201 are isolated with respect to the wheels 210, the relay 150 will be cle-energized, and inasmuch as all of the light circuits pass through the armature 151 of the relay 150, regardless of which light is illuminated. the same will be instantaneously extinguished and re-illuminated to give ablinking there` of in order that the engineer or operator may know each time the insulated wheels pass over an insulated track section and by this means the engineer or operator may determine in heavy weather his location and tell that part of the track over which he is travcling'.

It is to be understood that in this form ot the invention that part of the system not shown and described is the same as in the preferred form.

In the modified form shown in 10, the system is adapted to be used with roadside ramps and the train carrying a shoe in lieu ofthe insulated track sections and insulated wheels. In this form oft the invention the roadside ramps are designated by the: reference characters 300s, 3006 and 3000. In lieu of the insulated wheels, a shoe 310 is carried by the train and adapted to ride upon the ramps and in riding the ramps said shoe is adapted to be elevated for a purpose to be hereinafter described.

In the forni shown in Fig. 10, there are two relays 301 and 302 and said relays are connected by a conductor 303. The relay 301 has an armature 3011 and the relay 302 has an armature 305. The relay 301 has two relay contact points 307 and 393 and the relay contact point 307 is connected with the armature 305 by means et a conductor 30G. The relay 302 has three contact points 309, 311 and 312. Adjacent the shoe 310 are two contact points 315 and 316 and said contact points 315 and 316 are adapted to be connected by means ot a suitable plate or the like 317, carried by the shoe 310. Leading from the source ot power 90 to the contact point 316 is a conductor 318, and leading from the other side of said source or power is a 1 Y I i M conductor 319, which leads to tiie p1 essuie actuated device (not shown).

The reference character 320 designates a relay and said relay 320 has an armature 321, this relay also has two contact points 322 and 323, the contact point 322 being connected with the armature 304; by means of conductor 324, the armature contact 323 being connected to the conductor 318 by a couductor 325 secured thereto at the point Branching ott1 from the conductor 319 as at 327 is a conductor 328 and said conducto.' 328 passes through the green or clear signal G and is connected to the relay contact point 309 of the relay 302. Branching off from this conductor 328 as at 330 is a conductor 331 and said conductor 331 passes through the yellow or caution light Y. Branching oil from the conductor 328 as at 332, is a conductor 333 and said conductor is connectedA to they relay contact point 308 ot. the relay 301.

Leading from the contact point 315 is a conductor 335 and said conductor connected to the relay 320, said relay being?.A connected to the conductor 319 at the point by a conductor 337. Leading from the plate 317 is a conductor 329 and said conductor is connected as at 3410 to the relay 301. relay 302 is connected to the conductor 319 as at 341 by means of a conductor 3112.

The reference character 350 designa-tes the wheels of the train which are of the ordinary type and certain of said wheels are con- The l t reference characters 400, 420, 440.

The track relay 400 is connected to the track conductors 401, and 402. The track relay 420 is connected to the track by conductors 421 and 422, and the track relay 440 is connected to the track by conductors 441 and 442. These relays are maintained energized by means of the battery heretofore mentioned in their respective blocks. The track relay 400 has two armatures 403 and 404, andv the armature 403 is adapted to en gage either of the armature relay contact points 405 and 406, while the armature 404 is adapted to engage the relay contact point T. The armature 404 is connected with the road side ramp 300e by means of a conductor 408 and the relay contact point 406 is connected by means of a conductor 409 ot the non-insu lated rail of the track as at 410. Mounted in the conductor 409 is a resistance element 411, and a conductor 412 extends from the lower armature of the relay in the block A and not shown, to the armature 403 of the relay 400.

The track relay 420 has an armature 423 and an armature 424, and said armature 423 is adapted to engage either of the relay contact points 425, 426, while the armature 424 is adapted to engage the relay Contact point 427. The armature 424 is connected by means of a conductor 428 to the roadside ramp 3006 positioned in the block B and leading from the relay contact point 426 to the non-insulated rail in blockB is a confluctor 429, said conductor being connectl ed to the rail as at 430. The conductor 429 -i' cd to the relay contact point 407 ot the track fill relay 400 b v means of a conductor 432.

The track relay 440 has two armatures 443 and 444, and the armature 443 is adapted to engage either of the contacts 445, 446, while the armature 444 is adapted to engage the contact 447. The armature 444 is connected to the roadside ramp 3000 by means of a conductor 448. The relay contact point 446 is connected to the non-insulated rail of the track in the block C by means of a conductor 449, as indicated at 450, and said conductor has interposed between the relay contact points 445 and 446, a resistance element 451. The armature 443 of the track relay 440 is connected to the armature Contact point 427 of the track relay 420 by means of a conductor 452.

The operation of this form of the invention is as follows: Take, for example, a train in the block B, with the shoe 310 of said train not in engagement with the ramp 3005. 1With the train in this position, the following circuit is established:

From the source of power 90, through the conductor 313 to the contact point 316, f

through the plate 317 to the contact point 315, through the conductor to the relay 320, through the relay 320 and conduct-or 337 to the point 336 of the conductor 319, and thence through the conductor 319 to the source of power.

This circuit maintains the relav 320 energized to retain its armature in engagement with Contact point 322.

Simultaneously with the establishment ot this circuit there is a circuit established trom the source oit power through the conductor 318 to the contact point 316 to the plate 317, through the conductor 339, electromagnet 301, conductor 303, electromagnet 302, conductor 342 to the point 341 of the conductor 319, and back to the source of power 90.

This circuit maintains the relays 301 and 302 energized and maintains their armatures 304 and 305, respectively, in engagement with the contact pointsv 307, 309 and 311, respectively. lVith the armatures 304 and 305 in engagement with the armature contact points 307 and 303, a circuit is established as follows:

F rom the source ot power 90, through the conductor 313 to the point 326, through the conductor 325, relay contact point to the armature 321 of the relay 320, conductor 324, armature 304 ot 'the relay 301, armature contact point `307, conductor 306, armature 305 of the relay 302, armature con tact point 309, conductor 328, through the green light Gr, conductor 328 to the point 327 on the conductor 319, and back to the source or' power 90 through the conductor 319.

This circuit establishes the green or clear light on the train to indicate that the blocks ahead are clear.

Assuming now that the train moves until the shoe 310 is in engagement with the roadside ramp |3006. With the train in this position the shoe is elevated to apoint where the plate 317 carried thereby will disengage the contact points and 316. As the shoe moves upwardly and disengages the contact points 315 and 316, the circuit through the relay 320 will be broken and said relay will be deenergized as long as the shoe is in engagement withy the ramp. This will cause a breaking ot the light circuit by a disengagement of the armature 321 with the contact points 322 and will cause a blinking of the train signal to indicate that the train is passing one of the indication points or roadside ramps. With the shoe in elevated position and in engagement with the ramp, a circuit is established as follows:

From the source of power 90, through the conductor 318 to the point 352, where said conductor is attached to the conductor 351 connectingcertain of the wheels of the train. From these connected wheels it passes into the non-insulated rail of 'the track to the point 450 in the block C, through conductor 449 to the relay contact 445 and armature 443 of the track relay 440.I through conductor 452 to relay contact point 427, armature 424, conductor 423 to the ramp 30021. Through the ramp 3005, shoe 310, conductor 339, to relay 301., conductorl 30, rela-y 302 to the point 341 of the conductor 319, and thence through the conductor 319 to the source of power 90. This circuit will maintain the relays 301 and 302 energized and will maintain their armatures in a position where the green light will be in circuit and will be blinked as heretofore mentioned. With these armatures 304 and 305 in enga-gement with the contact points 307 and 309 and 311, respectively, the air valve will be maintained closed and prevent an application of the brakes to stop the train.

Assuming, now, that there is a danger condition existing in the block D, this danger condition would short-circuit the track relay 440 and .would permit of the armature 343 thereof disengaging the armature contact point 445 and permit the same to move into engagement with the armature contactA point 446. Viith the parts in this position, a circuit will be established as follows:

From the source of power 90, through the conductor 318 to the point 352 on the conductor 351, which connects certain of the wheels of the train. Through the wheels 350 to the non-insulated rail of the track to the point 450, through conductor 449, resistance 451, contact point 446, armature 443, conductor 452 to the relay contact point 427, armature 424, conductor 423, to the ramp 3005, shoe 310, conductor 339, relay 301, conductor 303, relay 302, to the point 349 of the conductor 319, and through said conductor 319 to the source 0f power.

Owing to the introduction of the resistance 451 in the circuit the current flowing therethrough is cui; down to a point where the relay 302 will be practically deenergized and this reduction in current will cause the armature 305 to disengage the armature contacts 309 and 311 and move into engagement with the armature contact point 312. This movement of the armature 305 into engagement. with the relay contact point 312 establishes a circuitas follows:

From the source of power 90, through the conductor 313 to the point 326, through conductor 325 to the relay contact poli t 323, through the armature 321., relay eontact point 322, conductor 324, armature relay cont-act point 307, conductor 30G, armature 305, relay contact point 312, cenductor 331, through the yellow light Y te the point 330, conductor 328 to the point 327 of the conductor 319, and through said conductor 319 to the source of power lWhile the relay 320 is deenergized with shoe 310 in engagement with the ramp 300e, it is to be understood that said relay will be again energized to establish the train signal light as soon as the shoe 31l breaks contact with the ramp 3005.

Simultaneously with the establishment of this circuit, the air -valve circuit has been broken at the point 311 and an application of the brakes is had. lt is to be understood, however, that the engineer or operator can overcome this application of brakes in the same manner as in the preferred form of the invention.

From the foregoing it is apparent that the engineer will be amply warned of the danger condition existing two blocks in advance of the train which he is operating and that he will have ample time to bring his train to a reduced speed in order to avoid collision or other a eident. Assuming, however, that the engineer fails to obey the caution signal and should attempt to enter the block D with danger conditions still existent therein, the action of the device would be as follows:

Referring to the drawings, which danger condition is shown in dotted lines in the block C and indicated by the reference character l). This danger condition has been placed in this block to more clearly illustrate, since the train has been drawn in the block B, it being remembered, however, that the danger condition was in the block D in order that the engineer or operator would first get the yellow light, and for the sake of illustration the bleek C is to he considered for the moment as block D.

The presence of the danger condition in the block C will de-energize the track relay 420v and permit the arn'iatures 423 and 424 to move to the dotted line position shown in Fig. 10. W'ith the parts in this position, immediately the shoe 310 engages the ramp 3002; and is elevated with its plate 317 out of contact with the points and 316, the circuit will be as follows:

From the source of power 90, through the conductor 313 to the point 352 of the conductor 351 to the non-insulated rail of the track to the point 430 through conductor 429, resistance 431, contact 426, armature 433, contact 407, where said circuit would be broken dneto the fact that the presencel of the train in the block B would de-energize the track relay 400 and permit the armature 404 to move out of engagement with the relay contact point 407. If this circuit extended along the non-insulated rail to the point 4:30 it would pass through the conductor 449, relay contact point 445, armature 443, conductor 452 to the relay contact point 427, where it Would be broken due to the armature 424 being in dotted line position and the track relay 420 being deenergized.

nasmuch as the circuit is broken as described all of the relays 301 and 302 and 320 would be de-energized and the armatures 304, 305 and 321 would be disengaged from the relay contact points 307, 309, 311 and `322, respectively. This moves the armatures 304 and 305 int-o engagement with relay contact points 308 and 312, respectively. Movement of the armature 304 into engagement with the relay contact point 308 establishes a circuit from the source of power 90 through the conductor 318 to the point 326, through conductor 325 to the relay contact point 323, armature 321,

` relay contact point 322, conductor 324, relay armature 304, relay contact point 308, conductor 333, through the red light R to the point 332 to the point 327 of the conductor 319 and through said conductor 319 to the source of power, it being understood that the shoe 310 has disengaged the ramp 300?) and relay 320 has been energized to more its armature into engagement with relay contact point 322. As the armature 305 of the relay 302 moves out of engagement with the relay contact point 311, the circuit to the air valve will be broken and an automatic application of the brakes will be had, it being understood, of course, that this automatic application can be prevented by the engineer or operator as described in the preferred form of the invention, by proper reduction in speed and manual operation of the permissive button.

Assuming now that the engineer or operator has obeyed both the caution and danger signals and is proceeding at a predetermined rate of five miles an hour by a manual operation of the permission button. Assuming further that the danger condition has been entirely removed from the track. lnnnediately the shoe 310 of the train enthe next roadside ramp, if the danger condition has been entirely removed all of the circuits will be established again, the circuit through the relays 301 and 302 will again be established and by establishing this circuit the armature 304 will be moved into engagement with the relay contact point 307 and the armature 305 will be moved into engagement with the relay contact points 309 and 311. This will establish the circuit through the green light and will break the circuit through the red light and thus the tre-.inr will be ready to again proceed at high speed and maintain said speed so long as the track is clear, in .advance of` said train.

In addition to theV foregoing the invention contemplates other features such as the prevention of operating trains at high speeds, which is accomplished in the following manner:

Assuming that the speed governor actuating device be set at a predetermined speed of sixty miles per hour: When the train speed exceeds sixty miles per hour, the swinging lever of the speed governor actuating device Would move out of engagement with thel segment 63 thereof and the circuit to the electro-pneumatic valve would be broken and an automatic `application would be had, it being understood, of course, i

that the system be wired to perform this function by slight modifications.

A still further feature is an automatic application of the brakes in the event that the train be driven at too rapid a speed around curves. lt is well known in railroad practice that when rounding curves at high speed, the wheels leave thetrack for short intervals of time. Assuming then that even though the wheels 381 or 38a were lifted from engagement with the rails, it will be seen that due to the insulation between these Wheels, the circuit of the electrdp'neumatic valve would be instantly broken and an yapplication of the brakes would behad.

From the foregoing it is apparent that the present invention provides a'new and improved system of train control wherein the factor of safety is increased to a maximum, and that in the event of the failure of the engineer or operator to operate the train in accordance with given signals, the control of the train is automatically taken from him and the train is caused to stop.

Vhat is claimed is: Y,

l. ln a system of train control, a trackway, said trackway being divided into blocks, an insulated track section in each of said blocks, roadside circuits-in circuit with each of the rails of said insulated track sections, a vehicle for travel on said trackway, electrically operated controlling apparatus for said vehicle, a source of power carried by the vehicle, and a resistance element associated with each of the roadside circuits and automatically introduced .-thereinto to produce an operation of the electrically operated controlling apparatus Aas the vehicle reaches the insulatedv track section, v

2. In a system' of train control, a trackway, said trackway being divided into blocks, an insulated track section in each of said blocks, a vehicle for travel on-said trackway, electric signals carried by said vehicle, means for operating said signals,

land a #shunt'eircuitfassoeiated with the signal-operating means whereby intermittent "operationo'f theelectric signals will be had fas 'the vehicle passes over each of the insulated track sections.

"3. In a system et train control, a trackway Vdivided into a. plurality of block sections, an insulated track section in each block "and constituting an indication point, a vehicle for travel over said trackway, vehicle stopping apparatus automatically operated at'each-ol:l said indication points, and -asshunt circuit "for maintaining ksaid vehicle stopping apparatus in operated position until :the vehicle Treaches the next succeeding indication point.

4. 4In asystem-of traincontrol, a trackway `divided into a plurality of block sections, an insulated ytrack section in each block and constituting an indication point, roadside vcircuits in electrical connection with each of said insulated track sections, -a vehicle 'for travel on said traCkWay, electrically operl:ated controlling apparatus for the vehicle andcarried thereby, a source of power carried bythe vehicle and adapted to operate said electrically operated controlling apparature, and means whereby current ot the source of power carried by the vehicle is passed Ithrough lthe vehicle, through one of the lrails of `the vinsulated track sections through jthe roadside circuits to the other :rail of the insulated `track section and to the electrically operated controlling` apparatus on the vehicle.

l5. In'asystem of train control,fa trackvvay divided into'a plurality of block sections, an insulated track section in each block and constituting 'an indication point, roadside Vcircuits `in electrical connection with both of the rails of leach insulated track section, a

electrically operated controlling apparatus carried `by the vehicle to prevent an operation of the vehicle controlling apparatus and to restore said vehicle controlling apparatus if an operation thereoll has been had.

6. In a system of train control, a trackway divided into a plurality of block sections, an

insulated track section in each block and.

constituting an indication point, roadside .circuits inelectrical connection with each of said insulated track sections, a vehicle for travel on said trackway, electrically operated controlling apparatus -for the vehicle and carried thereby, ka source of power car- :ried bythe vehicle Yand adapted to operate invasie said electrically operated controlling means, and means whereby the volume of the source of power passing through the insulated track sections and roadside circuits is reduced beiore its return to the vehicle without-opening said roadside circuits and thereby permitting ot the operation of the electrically operated controlling apparatus to reduce the speed of travel of the vehicle.

7 in a system of train control, a trackway divided into a plurality of block sections, an insulated track section in each block and constituting an indication point, roadside circuits in electrical connection with each of said insulated track sections, a vehicle for travel on said trackway, electrically operated controlling apparatus Ylor the vehicle and carried thereby, a source of power carried by the vehicle and adapted to operate said electrically operated controllino` apparatus, and means comprising a resistance element introduced into one of the roadside circuits to reduce the volume or power flowing 'from the source of power on the vehicle through the roadside circuits to the vehicle to permit of the operation of the electrically operated controlling apparatus.

8. In a system of train control, a trackway, a vehicle for travel thereon, an electropneumatic valve carried by the vehicle and mounted in the air brake system thereof, a circuit for said electro-pneumatic valve, an electrically operated relay, a circuit for said relay, said relay controlling the circuit of the electro-pneumatic valve, a plurality oi roadside circuits electrically connected to the trackway, means :tor reducing the tlow ol: current through the relay to break the circuit ot the electro-pneumatic valve and give an operation thereof, means for manually re-establishing the circuit of the electropneumatic valve independently of said rel ay, and automatic electric means independent of the manually operated means for re-establishing the circuit of the electro-"lmeuinatic valve.

9. ln a system of train control, a trackway, a vehicle for travel thereon, an electropneumatic valve carried by the vehicle an( mounted in the air brake system thereof, a circuit 'for said electro-pneumatic valve, an electrically operated relay, a circuit for said relay, said relay controlling the circuit of the electro-pneumatic valve, a plurality of roadside circuits electrically connected to the trackway, a resistance element i'or reducing the volume of current passing through the relay to break the circuit oi 'the electropneumatic valve and give an operation thereof, and means associated with the circuit ot` the electro-pneumatic valve to give an indication of the breaking of the circuit thereof.

l0. in a system of train control, a trackway divided into blocks, an insulated track lil) Cil

section in each of said blocks and constituting an indication point, a vehicle for travel over said trackway, electrical controlling' apparatus for said vehicle, a single source of power carried by the vehicle and adapted to supply electrical energy to said electrical controlling apparatus, means for rendering the electrical controlling apparatus inoperative as the vehicle passes one of said indication points, and means for automatically restoring said electrical controlling apparatus as the vehicle passes a succeeding indication point.

l1. In a system of train control, a trackway, a vehicle for travel thereon, electrically controlled apparatus for said vehicle, a plurality of electric signals carried by said vehicle, a source of power carried by said vehicle and adapted to operate said signals, through said electrically controlled apparatus. and means lor maintaining said signals in their operated condition, said means comprising a shunt circuit including a resistance element adapted to be connected in parallel with the circuit ol: the electrically controlled apparatus.

l2. In a system of train control, a trackway divided into blocks, an insulated track section in each of said blocks, a vehicle for tra-vel on said trackway, an electro-pneumatic valve for stopping said vehicle, means for operating said electro-pneumatic valve, means for controlling the valve-operating' means, and a shunt circuit associated with the controlling means oi. the valve-operating means, whereby an operation ot the valveoperating means will be had as the vehicle passes over each ot the insulated track sections.

13. ln a system of train control, a track- Way divided into blocks, an indication point in each of said blocks` a vehicle for travel on said trackway, an electro-pneumatic valve 'for stopping said vehicle, means for operating said electro-pneumatic valve, means for controlling the valve-operating means, and a shunt circuit associated with the controlling means of the valve-operating means, whereby an operation of the valveoperating means will be had as the vehicle passes each of said indication points,

141.-. ln a system of train control, a trackway divided into a plurality of block sections, an :insulated track section in each. block and constituting an indication point, a vehicle tor travel over said trackway, vehicle-stopping apparatus automatically operated at each ot said indication points, a shunt circuit for maintaining said vehiclestopping apparatus in the position to which it was automatically moved. and a resistance clement included in said shunt circuit.

l5. ln a system of train control, a trackway divided into a plurality of block sections, an insulated track section 1n each til the vehicle reaches the next succeeding indication point.

16, ln a system oi train control, trackway, a plurality of indication points associated therewith, a vehicle for travel on said trackway, a source of? power carried by said vehicle, an electro-pneumatic valve tor controlling the movement o'i said vehicle. operating means for said valve in circuit with said source ci.' power, a normally energized electrical4 controlling means for said valve-operating means and in circuit with said source of power, means for operating said controlling means at each of the indication points and in circuit with said source ot power, n'ieans i'or cle-energizing said normaily energized controlling means at each of said indication points and in circuit with said source of power, means for operating said controlling means when the same is cle-energized, and means for re-energizing said controlling means and maintaining the same energized after an operation until the vehicle reaches a succeeding indication point.

17 In a system of train control, a trackway, a vehicle `for travel thereon, electrically controlled apparatus for said vehicle, a plurality of electric signals carried by said vehicle, a controlling means for said signals and including,1 relay and a circuit therefor, a source oi power carried loy said vehicle and adapted to operate said relay and said signals, and means comprising a divided circuit tor reducing the volume oi power in the relay circuit, said reduction oi power serving to maintain the relay and signals in their operated condition.

18. In a system of train control, a trackway divided into a plurality of block sections, an insulated track section in eachl block and constituting an indication point, roadside circuits in electrical connect-ion with each oic said insulated track sections, a vehicle tor travel on said trackway, electrically operated controlling apparatus for Athe vehicle and carried thereby, a source of power carried by the vehicle and adapted to operate said electrically operated controlling apparatus, a shunt circuit associated with the source of power and in circuit therewith during travel -o'l the vehicle through a block section to reduce the volume of current `flowing from the source ci power through the circuit of the electrically operated controlling apparatus, and means for isolating said shunt circuit with respect. to the source of power as the vehicle passes over an indication point to permit of the full apacity ot' the source of power passing :trom the vehicle through the insulated track sections and roadside circuits to the electrically o1 erated controlling apparatus carried by the vehicle to prevent an operation ci the vehicle controlling` apparatus and to restore sai-l vehicle controlling apparatus it an operation thereof has been had.

19. In a system oi train control, a tracliway divided into a plurality ci block sections, an insulated track section in each block and constituting an indication point, roadside circuits in electrical connection with each ot said insulated track sections, Aa vehicle for travel on said trackway, electrically operated controlling apparatus for the vehicle and carried thereby, a. source ol power carried by the vehicle and adapted to operate said electrically operated controlling means, and means whereby the volume of the current ot the source olf power passing through the insulated track sections, roadside circuits, and the circuit ot the electrically operated controlling apparatus, is reduced betore its return to the source of power on the vehicle without opening said roadside circuits and thereby permitting oil the operation of the electrically operated controlling apparatus.

20. vIn a system oli train control, trackway, a vehicle for travel thereon, an electropneumatic valve carried by the vehicle and mounted in the air brake system thereof, a circuit tor said electro-pneumatic valve, an electrically operated relay, a circuit tor said relay, said relay controllingthe circuit of the electro-pneumatic valve, a plurality oit roadside circuits electrically connected to the trackway, means for reducing the flow of current through said relay to break the circuit of the electro-pneumatic valve and cause an operation thereof, and pressure actuated electric means automatically operating to re-establish the circuit ot the electro-pneumatic valve.

Qlgln a system ot train control, a trackway, indication points associated with said trackway, a vehicle for travel on said trackway, controlling apparatus for said vehicle, electrical means for operating said controlling apparatus, a source ot power, means tor.

reducing the volume of the source of power as the vehicle reaches each of the indication points to give an operation of the electrical apparatus, means i'or maintaining the volume of the source of power in reduced state until the vehicle reaches a succeeding indication point, and means at said succeeding indication point for subjecting the electrical apparatus to the action of the full volume of the source of power to restore the same to normal if an operation has been had.

22. ln a system of train control, a trackwa-y, a plurality of indication points associated with said trackway, a plurality or signals carried by said vehicle, controlling means for operating said signals, a source oi' power for said electric controlling means and .said signals, means operating said signal controlling means at each of said indication points, and means for maintaining said signals and signal controlling means in operated position between indication points, said last mentioned means comprising a shunt circuit introduced into the circuit ot the controlling means between the indication points of the trackway.

23. In a system of train control, a trackway, a vehicle for travel thereon, an electropneumatic valve ior controlling the operation ot the brakes of said vehicle, electrically operated apparatus tor controlling said electro-pneumatic valve, a sou-rce ci: power carried by said vehicle and adapted to operate said electro-pneumatic valve and said electrically operated controlling apparatus, means associated with said electrically operated controlling apparatus whereby part of the current that would normally pass through said controlling apparatus is divert-ed to prevent an operation of said controlling apparatus, and roadside means whereby the means associated with the electrically operated controlling apparatus is cut out thereby permitting an operation of said electrically operated controlling` apparatus as the vehicle is passing said roadside means.

24. ln a system of train control, a tackway7 a plurality of indication points associated with said trackway7 a vehicle tor travel on said trackway, a plurality of signals carried by said vehicle and having a normal operative condition electrical controlling means for operating said signals, a source of power for said electrical controlling means and said signals, said source of power being carried by the vehicle, means iior reducing the volume ot power in the circuit to said controlling means to cause a condition ot said signals different trom their normal operative condition at each oi said indication points, and means whereby the electrical controlling means is subjected to the` action of the iull volume ot the source of power carried by the vehicle at a subsequent indication point tor restoring said signals and their controlling means to normal operative condition.

25. In a system ot train control, a trackway, indication points associated with said trackway, a vehicle lor travel on said trackway, electric signals carried by said vehicle,

means for operating said signals, and a shunt circuit associated with the signal operating means whereby intermittent operation of the electric signals will be had as the 

